基于时间预测的升力风扇起动过程控制规律设计

江天牧; 张晓博; 王占学; 刘永泉

doi:10.13224/j.cnki.jasp.20230020

基于时间预测的升力风扇起动过程控制规律设计

doi: 10.13224/j.cnki.jasp.20230020

1.
西北工业大学动力与能源学院，西安 710129
2.
中国航发沈阳发动机研究所，沈阳 110015

基金项目: 国家自然科学基金（52076180）；国家科技重大专项（J2019-Ⅰ-0021-0020）；航空发动机及燃气轮机基础科学中心项目（P2022-B-Ⅰ-005-001）；中央高校基本科研业务费专项资金

详细信息

作者简介:
江天牧（1996-），男，博士生，主要从事航空发动机总体性能仿真与设计的研究

通讯作者:
张晓博（1982-），男，副教授、硕士生导师，博士，主要从事航空发动机总体性能仿真与设计的研究。E-mail：zhangxb@nwpu.edu.cn

中图分类号: V235.3
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出版历程
- 收稿日期: 2023-01-09
- 网络出版日期: 2023-07-04

Control law design of lift fan starting based on time prediction

1.
School of Power and Energy，Northwestern Polytechnical University，Xi’an 710129，China
2.
Shenyang Engine Research Institute，Aero Engine Corporation of China，Shenyang 110015，China

摘要

摘要:
为了减少轴驱动升力风扇起动时间，针对轴驱动升力风扇式组合推进系统提出了较为通用的控制规律设计方法。建立了一种基于趋势外推和参考升力风扇转速变化曲线的剩余起动时间预测模型；基于该时间预测模型和控制规律逐点寻优设计方法，进行起动过程控制规律逐点寻优，通过进行多轮次寻优并利用每轮的优化结果更新参考转速曲线，便可获得起动过程控制规律。应用该方法设计了起始状态低压转子转速为50%的起动过程控制规律，其起动时间仅需3.1 s与常规逐点寻优方法对比缩短了22.5%，且起动过程严格满足安全工作限制；进一步设计了起始转速为90%以及在50%～90%之间的多组起动控制规律，结果表明该方法不仅适用于低转速起动，在高转速起动时依然有效。
- 轴驱动升力风扇式组合推进系统 /
- 离合器 /
- 时间预测 /
- 升力风扇起动 /
- 控制规律设计
Abstract:
To reduce the shaft driven lift fan starting time, a general control law design method was proposed for the shaft driven lift fan propulsion system. A prediction model of the remaining starting time based on trend extrapolation and with a reference to the lift fan speed curve was established. Based on the time prediction model and control law pointwise optimization design method, the starting process control law was optimized point by point, and the starting process control law can be obtained by performing multiple rounds of optimization and using the optimization results of each round to update the reference speed curve. This method was used to design the control law of the starting process with the low-pressure rotor speed at the initial state of 50%. The starting time was only 3.1 s, which was 22.5% shorter than that of the pointwise optimization method, and the starting process strictly met the safe working limit. Furthermore, multiple groups of starting process control laws with the initial speed of 90% and between 50% and 90% were designed, illustrating that this method is not only suitable for starting at low speeds, but also effective at high speeds.
- shaft driven lift fan propulsion system /
- clutch /
- time prediction /
- lift fan starting /
- control law design

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图 1 轴驱动升力风扇式组合推进系统结构简图

Figure 1. Schematic diagram of shaft driven lift fan propulsion system

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图 2 剩余起动时间预测模型原理示意

Figure 2. Schematic diagram of principle of remaining starting time prediction model

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图 3 升力风扇起动过程控制规律优化设计流程图

Figure 3. Flowchart of control law optimization design during lift fan starting

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图 4 初始升力风扇参考转速变化曲线

Figure 4. Initial lift fan reference speed curve

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图 5 各个轮次优化出的${\bar n_{{\text{lf}}}}$、${\bar n_{{\text{lp}}}}$及${t^*}$变化曲线（起始状态${\bar n_{{\text{lp}}}}$为50%）

Figure 5. ${\bar n_{{\text{lf}}}}$, ${\bar n_{{\text{lp}}}}$ and ${t^*}$ curves optimized for each round （${\bar n_{{\text{lp}}}}$ is 50% in beginning state）

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图 6 升力风扇起动过程控制规律（起始状态${\bar n_{{\text{lp}}}}$为50%）

Figure 6. Control laws during lift fan starting （${\bar n_{{\text{lp}}}}$ is 50% in beginning state）

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图 7 升力风扇起动过程推进系统各性能参数变化曲线（起始状态${\bar n_{{\text{lp}}}}$为50%）

Figure 7. Performance parameters during lift fan starting （${\bar n_{{\text{lp}}}}$ is 50% in beginning state）

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图 8 时间预测方法、常规逐点寻优方法及线性控制规律得到的起动过程转速对比

Figure 8. Comparison of starting process speeds obtained through time prediction method, conventional pointwise optimization method and linear control law

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图 9 各个轮次优化出的${\bar n_{{\text{lf}}}}$及${\bar n_{{\text{lp}}}}$变化曲线（起始状态${\bar n_{{\text{lp}}}}$为90%）

Figure 9. ${\bar n_{{\text{lf}}}}$ and ${\bar n_{{\text{lp}}}}$ curves optimized for each round （${\bar n_{{\text{lp}}}}$ is 90% in beginning state）

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图 10 升力风扇起动过程控制规律（起始状态${\bar n_{{\text{lp}}}}$为90%）

Figure 10. Control laws during lift fan starting （${\bar n_{{\text{lp}}}}$ is 90% in beginning state）

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图 11 升力风扇起动过程推进系统各性能参数变化曲线（起始状态${\bar n_{{\text{lp}}}}$为90%）

Figure 11. Performance parameters during the lift fan starting （${\bar n_{{\text{lp}}}}$ is 90% in beginning state）

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图 12 不同起始转速下升力风扇起动过程转速变化规律

Figure 12. Speed curves optimized during the lift fan starting at different starting speeds

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表 1 升力风扇系统各部件在不同工作状态下的平衡方程及迭代变量

Table 1. Balance equations and iteration variables of each component of the lift fan system under different operating conditions

部件	平衡方程		迭代变量
部件	滑动状态	锁定状态	迭代变量
进气道			流量
升力风扇	流量平衡	流量平衡	压比比
喷管	流量平衡	流量平衡
驱动轴			转速
离合器	力矩平衡	转速平衡
总计	3	3	3

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表 2 巡航发动机各部件的平衡方程及迭代变量

Table 2. Balance equations and iteration variables for each component of cruise engine

部件	平衡方程	迭代变量
进气道		流量
风扇	流量平衡	压比比、涵道比
压气机	流量平衡	压比比
高压涡轮	流量平衡	落压比
低压涡轮	流量平衡	落压比
混合室	压力平衡
喷管	流量平衡
高压转子	转子动力学	转速
低压转子	转子动力学	转速
总计	8	8

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表 3 巡航发动机设计参数

Table 3. Design parameters of cruise engine

设计参数	数值
高度/km	0
马赫数	0
进口流量/（kg/s）	142.3
风扇压比	5.274
涵道比	0.560
压气机压比	5.350
涡轮前温度/K	2050

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表 4 升力风扇设计参数

Table 4. Design parameters of the lift fan

设计参数	数值
高度/km	0
马赫数	0
升力风扇进口流量/（kg/s）	225
升力风扇压比	2.17

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表 5 短垂起降工作点推进系统控制规律及典型性能参数

Table 5. Control law and typical performance parameters of propulsion system at STOVL working point

参数	数值或状态
离合器状态	锁定
${W_{\text{f}}}$/（kg/s）	2.934
${A_{\text{8}}}$/${{\text{m}}^2}$	0.373
${A_{25}}$/${{\text{m}}^2}$	0.048
${\bar n_{{\text{lf}}}}$/%	100.0
${\bar n_{{\text{hp}}}}$/%	100.0
${\bar n_{{\text{lp}}}}$/%	100.0
$ {T_{{\text{t,4}}}} $/%	2029
${B_{\text{y}}}$	0.510
${F_{{\text{lf}}}}$/kN	83.02
${F_{{\text{ce}}}}$/kN	98.15

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表 6 起动过程参数约束

Table 6. Parameter constraints during starting

参数	约束
风扇相对换算转速	${\bar n_{ {\text{fan,cor} } } } \leqslant 110{\text{%}}$
压气机相对换算转速	${\bar n_{ {\text{comp,cor} } } } \leqslant 110{\text{%}}$
升力风扇驱动轴相对物理转速	${\bar n_{ {\text{lf} } } } \leqslant 110{\text{%}}$
低压转子相对物理转速	${\bar n_{ {\text{lp} } } } \leqslant 110{\text{%}}$
高压转子相对物理转速	${\bar n_{ {\text{hp} } } } \leqslant 11{\text{%}}$
燃烧室余气系数	$1 \leqslant \alpha \leqslant 4$
涡轮前温度	${T_{ {\text{t,} }4} } \leqslant 2\;100\;{\text{K} }$
风扇喘振裕度	${M_{ {\text{s,fan} } } } \geqslant 15{\text{%}}$
压气机喘振裕度	${M_{ {\text{s,comp} } } } \geqslant 15{\text{%}}$

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表 7 可调参数调节范围

Table 7. Control variable ranges

可调参数	范围
${F_{\text{n}}}$/${\text{kN}}$	[0, 8]
${W_{\text{f}}}$/（${\text{kg/s}}$）	[0.1, 3.5]
${A_8}$/${{\text{m}}^2}$	[0.2, 0.38]
${A_{{\text{25}}}}$/${{\text{m}}^2}$	[0.04, 0.45]

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表 8 可调参数变化率限制区间

Table 8. Control variable change rate ranges

可调参数变化率	限制区间
${\dot F_{\text{n}}}$/（${\text{kN/s}}$）	[−5, 5]
${\dot W_{\text{f}}}$/（$ {\text{kg/}}{{\text{s}}^2} $）	[−2, 2]
${\dot A_8}$/（${{\text{m}}^2}{\text{/s}}$）	[−0.1, 0.1]
${\dot A_{{\text{25}}}}$/（${{\text{m}}^2}{\text{/s}}$）	[−0.16, 0.16]

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表 9 本文研究的两个典型起始状态点的控制规律及其关键性能参数

Table 9. Two beginning state control laws and typical performance parameters studied in this paper

参数	数值或状态
参数	起始状态1	起始状态2
离合器状态	断开	断开
${W_{\text{f}}}$/（kg/s）	0.453	2.295
${A_{\text{8}}}$/${{\text{m}}^2}$	0.233	0.233
${A_{25}}$/${{\text{m}}^2}$	0.311	0.311
${\bar n_{{\text{lf}}}}$/%	0	0
${\bar n_{{\text{hp}}}}$/%	75.1	96.0
${\bar n_{{\text{lp}}}}$/%	50.0	90
$ {T_{{\text{t,4}}}} $/%	1220.5	1908.2
${B_{\text{y}}}$	0.989	0.606
${F_{{\text{lf}}}}$/kN	0	0
${F_{{\text{ce}}}}$/kN	21.79	100.15

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